EP0227927B2 - Tunnel kiln with undercar cooling - Google Patents

Tunnel kiln with undercar cooling Download PDF

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Publication number
EP0227927B2
EP0227927B2 EP86115658A EP86115658A EP0227927B2 EP 0227927 B2 EP0227927 B2 EP 0227927B2 EP 86115658 A EP86115658 A EP 86115658A EP 86115658 A EP86115658 A EP 86115658A EP 0227927 B2 EP0227927 B2 EP 0227927B2
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EP
European Patent Office
Prior art keywords
kiln
cooling
car
cars
tunnel
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Expired - Lifetime
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EP86115658A
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German (de)
French (fr)
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EP0227927B1 (en
EP0227927A1 (en
Inventor
Hans Lingl
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Hans Lingl Anlagenbau und Verfahrenstechnik GmbH and Co KG
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Hans Lingl Anlagenbau und Verfahrenstechnik GmbH and Co KG
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Application filed by Hans Lingl Anlagenbau und Verfahrenstechnik GmbH and Co KG filed Critical Hans Lingl Anlagenbau und Verfahrenstechnik GmbH and Co KG
Priority to AT86115658T priority Critical patent/ATE40461T1/en
Publication of EP0227927A1 publication Critical patent/EP0227927A1/en
Application granted granted Critical
Publication of EP0227927B1 publication Critical patent/EP0227927B1/en
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F27—FURNACES; KILNS; OVENS; RETORTS
    • F27B—FURNACES, KILNS, OVENS, OR RETORTS IN GENERAL; OPEN SINTERING OR LIKE APPARATUS
    • F27B9/00—Furnaces through which the charge is moved mechanically, e.g. of tunnel type; Similar furnaces in which the charge moves by gravity
    • F27B9/14—Furnaces through which the charge is moved mechanically, e.g. of tunnel type; Similar furnaces in which the charge moves by gravity characterised by the path of the charge during treatment; characterised by the means by which the charge is moved during treatment
    • F27B9/20—Furnaces through which the charge is moved mechanically, e.g. of tunnel type; Similar furnaces in which the charge moves by gravity characterised by the path of the charge during treatment; characterised by the means by which the charge is moved during treatment the charge moving in a substantially straight path tunnel furnace
    • F27B9/26—Furnaces through which the charge is moved mechanically, e.g. of tunnel type; Similar furnaces in which the charge moves by gravity characterised by the path of the charge during treatment; characterised by the means by which the charge is moved during treatment the charge moving in a substantially straight path tunnel furnace on or in trucks, sleds, or containers
    • F27B9/262—Furnaces through which the charge is moved mechanically, e.g. of tunnel type; Similar furnaces in which the charge moves by gravity characterised by the path of the charge during treatment; characterised by the means by which the charge is moved during treatment the charge moving in a substantially straight path tunnel furnace on or in trucks, sleds, or containers on or in trucks
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F27—FURNACES; KILNS; OVENS; RETORTS
    • F27D—DETAILS OR ACCESSORIES OF FURNACES, KILNS, OVENS, OR RETORTS, IN SO FAR AS THEY ARE OF KINDS OCCURRING IN MORE THAN ONE KIND OF FURNACE
    • F27D9/00—Cooling of furnaces or of charges therein

Definitions

  • the invention relates to a tunnel kiln with undercarriage cooling of the kiln cars passing through the tunnel kiln as a train with the aid of air, a firing channel and an undercarriage channel lying below the kiln cars being formed by the kiln cars running closely on the tunnel side walls.
  • the undercarriage duct formed by the kiln cars, the foundation and the side walls of a tunnel kiln must be cooled in order to dissipate the heat flowing through the car forming the sole of the combustion channel in order to prevent overheating, e.g. the kiln car wheels to prevent.
  • the undercarriage duct is usually cooled with air that is drawn through the undercarriage duct from the exit to the entry side of the furnace.
  • the combustion channel of the tunnel kiln is also flushed with gases in the same direction, so that a pressure drop arises in both channels from the exit to the entry side, which, however, is different due to the different resistances, so that false air flows between the channels, which is taken by suitable measures should be prevented.
  • the usual form in tunnel kiln construction in the ceramic industry to seal the wagon train is to provide aprons on the long sides of the wagons, which plunge into sand channels, in the base of the side walls of the furnace, so that closed barriers along the length of the furnace formed by the sand arise, which should prevent pressure equalization between the undercarriage duct and the combustion duct.
  • the car joints are sealed with cords made of elastic material (see Lingl brochure sheet F 045 / 3.7.82).
  • the sand skirts can only have a relatively small immersion depth for structural and cost reasons, but that the sand, which - in order not to be pulled away - must be relatively coarse, is gas-permeable, so that the seal is only defective.
  • a kiln car sealing system in which the kiln cars are designed as a downwardly open box with all-round sheet metal aprons, the car train running in a liquid bath, so that a continuous hydraulic seal is created under the kiln car train, the liquid is circulated for cooling.
  • a disadvantage of this system are the branching and lifting devices required at the furnace entrance and exit in order to lower or lift the furnace wagons into the tub filled with liquid.
  • Another disadvantage is the lack of gradation of the cooling capacity of the liquid in the continuous trough, so that e.g. in the heating zone of the furnace, where undercarriage cooling is neither necessary nor practical, heat is also removed from the combustion duct.
  • the object of the invention is to provide an undercarriage cooling of kiln cars in a tunnel kiln which enables the undercarriage to be cooled locally and in terms of intensity with the least possible amount of false air for the combustion duct and possibly heat recovery.
  • the advantages that can be achieved with the invention are, in particular, that the pressure drop between the combustion duct and the undercarriage duct is reduced, so that false air is largely avoided. They also consist in the fact that the undercarriage channel is divided into sections that can be cooled differently with heat recovery, via the cooling devices designed as heat exchangers.
  • the undercarriage sealing system created by the subdivision of the undercarriage channel into sections avoids a pressure drop in the longitudinal channel direction and avoids a pressure drop between the undercarriage channel and the combustion channel, so that there is no need for sand channels or similar sealants.
  • a section-by-section cooling of the undercarriage channel with different intensity is made possible.
  • the kiln cars can be transported inside and outside the tunnel kiln on the same level, so that the car circulation can be designed with conventional means and existing systems can be converted with the design according to the invention.
  • the wagon train 2 consisting of the kiln car 1 is tightly closed and track-bound, pushed through the tunnel kiln 3 and forms the lower end of the combustion duct 4, which is separated by the wagon train 2 to the undercarriage duct 5.
  • the Kiln cars 1 are provided at their ends with aprons 6, which seal against the kiln walls 7 at a short distance.
  • the furnace foundation 8 is formed as a trough with partitions 9 at a distance A from one another which corresponds to the furnace advance or a multiple of the carriage advance in the intermittently pushed furnace, the partition walls 9 being raised to the level of the track head, so that at most a small distance between the apron 6 and partition 9 arises or the aprons 6 abut sealingly on the partition walls 9.
  • the furnace cheek rails 10 are supported with supports 11 for bridging the resulting chambers 12, in which cooling tubes 13 are arranged directly under the supports 11 in such a way that a natural circulation of the air in the chambers 12 arises, which in sections is in chamber length or a multiple thereof Chamberlings can be controlled in intensity.
  • Pressure compensation can take place between the combustion duct 4 and the undercarriage duct 5 in the absence of a gas seal. In the undercarriage duct 5, neither air is still discharged, so that the small remaining gap between the aprons 6 and the furnace walls 7 or partition walls 9 in the foundation there does not allow any significant longitudinal flow.

Abstract

Transverse sub-chambers are defined beneath a train of kiln cars. Pressure equalization is permitted with respect to the firing chamber thereabove but very little air will actually pass therebetween because there is no other substantial air passageway leading into or out of the sub-chamber. Rather, heat exchange cooling apparatus is employed in each sub-chamber so as to set up convention air currents within the sub-chamber to cool the underside of the kiln car. The heat exchanger units in different sub-chambers are preferably individually controllable so as to provide a controllable degree of undercar cooling as a function of location along the tunnel kiln.

Description

Die Erfindung betrifft einen Tunnelofen mit Unterwagenkühlung der den Tunnelofen als Zug durchfahrenden Ofenwagen mit Hilfe von Luft, wobei durch die eng an den Tunnelseitenwänden laufenden Ofenwagen oberhalb der Ofenwagen ein Brennkanal und ein unterhalb der Ofenwagen liegender Unterwagenkanal gebildet wird.The invention relates to a tunnel kiln with undercarriage cooling of the kiln cars passing through the tunnel kiln as a train with the aid of air, a firing channel and an undercarriage channel lying below the kiln cars being formed by the kiln cars running closely on the tunnel side walls.

Der durch die Ofenwagen, das Fundament und die Seitenwände eines Tunnelofens gebildete Unterwagenkanal muß gekühlt werden, um die die Sohle des Brennkanals bildenden Wagen durchströmende Wärme abzuführen, um ein Überhitzen, z.B. der Ofenwagenräder, zu verhindern. Das Kühlen des Unterwagenkanals erfolgt in der Regel mit Luft, die von der Ausfahrt- zur Einfahrtseite des Ofens hin durch des Unterwagenkanal gezogen wird. Der Brennkanal des Tunnelofens wird ebenfalls in gleicher Richtung von Gasen durchspült, so daß in beiden Kanälen von der Ausfahrt- zur Einfahrtseite hin ein Druckgefälle entsteht, das jedoch wegen der unterschiedlichen Widerstände unterschiedlich ist, so daß zwischen den Kanälen Falschluft strömt, was durch geeignete Maßnahmen verhindert werden soll.The undercarriage duct formed by the kiln cars, the foundation and the side walls of a tunnel kiln must be cooled in order to dissipate the heat flowing through the car forming the sole of the combustion channel in order to prevent overheating, e.g. the kiln car wheels to prevent. The undercarriage duct is usually cooled with air that is drawn through the undercarriage duct from the exit to the entry side of the furnace. The combustion channel of the tunnel kiln is also flushed with gases in the same direction, so that a pressure drop arises in both channels from the exit to the entry side, which, however, is different due to the different resistances, so that false air flows between the channels, which is taken by suitable measures should be prevented.

Die beim Tunnelofenbau in der keramischen Industrie gebräuchliche Form, den Wagenzug zu dichten, ist, an den Längsseiten der Wagen Schürzen vorzusehen, die in Sandrinnen, im Fußsockel der Seitenwände des Ofens eintauchen, so daß durch den Sand gebildete geschlossene Barrieren in der Länge des Ofens entstehen, die den Druckausgleich zwischen Unterwagenkanal und Brennkanal verhindern sollen. Die Wagenstöße werden mit Schnüren aus elastischem Material gedichtet (siehe Lingl-Prospektblatt F 045/3.7.82).The usual form in tunnel kiln construction in the ceramic industry to seal the wagon train is to provide aprons on the long sides of the wagons, which plunge into sand channels, in the base of the side walls of the furnace, so that closed barriers along the length of the furnace formed by the sand arise, which should prevent pressure equalization between the undercarriage duct and the combustion duct. The car joints are sealed with cords made of elastic material (see Lingl brochure sheet F 045 / 3.7.82).

Nachteilig ist hierbei jedoch, daß die Sandschürzen aus baulichen und Kostengründen nur eine relativ geringe Eintauchtiefe haben können, daß der Sand aber, der - um nicht fortgezogen zu werden - relativ grob sein muß, gasdurchlässig ist, so daß die Dichtung nur mangelhaft ist.The disadvantage here, however, is that the sand skirts can only have a relatively small immersion depth for structural and cost reasons, but that the sand, which - in order not to be pulled away - must be relatively coarse, is gas-permeable, so that the seal is only defective.

Aus der EP-OS 0 086 693 ist ein Ofenwagendichtsystem bekannt, bei dem die Ofenwagen als nach unten offener Kasten mit rundumlaufenden Blechschürzen ausgebildet sind, wobei der Wagenzug in einem Flüssigkeitsbad läuft, so daß einer durchgehende hydraulische Dichtung unter dem Ofenwagenzug entsteht, wobei die Flüssigkeit zur Kühlung umgewälzt wird. Nachteilig bei diesem System sind jedoch die an der Ofenein- und -ausfahrt erforderlichen Niederlaß- und Hubgeräte, um die Ofenwagen in die mit Flüssigkeit gefüllte Wanne abzusenken oder herauszuheben. Nachteilig ist auch die mangelnde Abstufung der Kühlleistung der Flüssigkeit in der durchgehenden Wanne, so daß z.B. in der Aufheizzone des Ofens, wo eine Unterwagenkühlung weder notwendig, noch zweckmäßig ist, ebenfalls Wärme aus dem Brennkanal abgeführt wird.From EP-OS 0 086 693 a kiln car sealing system is known, in which the kiln cars are designed as a downwardly open box with all-round sheet metal aprons, the car train running in a liquid bath, so that a continuous hydraulic seal is created under the kiln car train, the liquid is circulated for cooling. A disadvantage of this system, however, are the branching and lifting devices required at the furnace entrance and exit in order to lower or lift the furnace wagons into the tub filled with liquid. Another disadvantage is the lack of gradation of the cooling capacity of the liquid in the continuous trough, so that e.g. in the heating zone of the furnace, where undercarriage cooling is neither necessary nor practical, heat is also removed from the combustion duct.

Aus der US-A 1,040,895 ist ein Tunnelofen der im Oberbegriff des Anspruches 1 genannten Art bekanntgeworden, bei dem der Brennkanal und der Unterwagenkanal durch Sandrinnen-Längsdichtungen gegeneinander abgedichtet sind. Bei dem in der DE-U 19 08 169 beschriebenen Tunnelofen ist der Ofeninnenraum zur Vermeidung eines Unterdruckes mit dem Luftraum unter den Brennwagen, also dem Unterwagenkanal, an beiden Enden verbunden. Tunnelöfen anderer Art mit Verzicht auf eine Längsdichtung zwischen Ober- und Unterseite der Ofenwagen sind aus der DE-A 26 34 831 bzw. US-A 1,610,968 bekannt.From US-A 1,040,895 a tunnel furnace of the type mentioned in the preamble of claim 1 has become known, in which the combustion duct and the undercarriage duct are sealed off from one another by longitudinal gully seals. In the tunnel kiln described in DE-U 19 08 169, the inside of the kiln is connected at both ends to avoid the underpressure with the air space under the kiln car, ie the undercarriage duct. Tunnel ovens of another type with no longitudinal seal between the top and bottom of the kiln cars are known from DE-A 26 34 831 and US-A 1,610,968.

Aufgabe der Erfindung ist es, eine Unterwagenkühlung von Ofenwagen in einem Tunnelofen zu schaffen, die eine örtlich und in der Intensität unterschiedliche Kühlung der Unterwagen ermöglicht mit geringstmöglicher Falschluft für den Brennkanal und gegebenenfalls Wärmerückgewinnung.The object of the invention is to provide an undercarriage cooling of kiln cars in a tunnel kiln which enables the undercarriage to be cooled locally and in terms of intensity with the least possible amount of false air for the combustion duct and possibly heat recovery.

Diese Aufgabe wird durch die Kennzeichnungsmerkmale des Patentanspruches 1 gelöst. Zweckmäßige Ausführungsformen des Tunnelofens sind in den Unteransprüchen 2 bis 6 gekennzeichnet.This object is achieved by the characterizing features of patent claim 1. Advantageous embodiments of the tunnel kiln are characterized in the subclaims 2 to 6.

Die mit der Erfindung erzielbaren Vorteile bestehen insbesondere darin, daß das Druckgefälle zwischen Brennkanal und Unterwagenkanal abgebaut wird, so daß Falschluft weitestgehend vermieden wird. Sie bestehen weiterhin darin, daß der Unterwagenkanal in Abschnitte unterteilt ist, die unterschiedlich gekühlt werden können mit Wärmerückgewinnung, über die als Wärmeaustauscher ausgebildeten Kühleinrichtungen. Das durch die Unterteilung des Unterwagenkanals in Abschnitte geschaffene Unterwagen-Dichtsystem vermeidet ein Druckgefälle in Kanallängsrichtung und vermeidet ein Druckgefälle zwischen Unterwagenkanal und Brennkanal, so daß sich Sandrinnen oder ähnliche Dichtmittel erübrigen. Eine Abschnittsweise, in der Intensität unterschiedliche Kühlung des Unterwagenkanals ist ermöglicht. Die Ofenwagen können inner- und außerhalb des Tunnelofens in gleicher Ebene transportiert werden, so daß der Wagenumlauf mit konventionallen Mitteln gestaltet werden kann und auch bestehende Anlagen mit der erfindungsgemäßen Gestaltung umrüstbar sind.The advantages that can be achieved with the invention are, in particular, that the pressure drop between the combustion duct and the undercarriage duct is reduced, so that false air is largely avoided. They also consist in the fact that the undercarriage channel is divided into sections that can be cooled differently with heat recovery, via the cooling devices designed as heat exchangers. The undercarriage sealing system created by the subdivision of the undercarriage channel into sections avoids a pressure drop in the longitudinal channel direction and avoids a pressure drop between the undercarriage channel and the combustion channel, so that there is no need for sand channels or similar sealants. A section-by-section cooling of the undercarriage channel with different intensity is made possible. The kiln cars can be transported inside and outside the tunnel kiln on the same level, so that the car circulation can be designed with conventional means and existing systems can be converted with the design according to the invention.

Eine beispielsweise Ausführungsform eines Tunnelofens nach der Erfindung wird im folgenden anhand der Zeichnungen näher beschrieben. Es zeigen

  • Fig. 1 schematisch eine Querschnittsansicht eines Tunnelofens,
  • Fig. 2 schematisch einen Längsschnitt durch den Tunnelofen mit Ofenwagenzug.
An example embodiment of a tunnel furnace according to the invention is described in more detail below with reference to the drawings. Show it
  • 1 schematically shows a cross-sectional view of a tunnel furnace,
  • Fig. 2 shows schematically a longitudinal section through the tunnel kiln with kiln car train.

Der aus dem Ofenwagen 1 bestehende Wagenzug 2 wird dicht geschlossen und gleisgebunden durch den Tunnelofen 3 geschoben und bildet den unteren Abschluß des Brennkanals 4, der durch den Wagenzug 2 zum Unterwagenkanal 5 getrennt ist. Die Ofenwagen 1 sind an ihren Enden mit Schürzen 6 versehen, die gegen die Ofenwände 7 in geringem Abstand geführt dichten. Eine Kragschicht 15 an den Seiten der Ofenwagen 1 aus weichen Isoliersteinen, in geringem Abstand zu einer Kragschicht 14 an den Ofenwänden 7, ist als Strahlungsbarriere vorgesehen. Das Ofenfundament 8 ist als Wanne augebildet mit Trennwänden 9 in einem Abstand A zueinander, der dem Ofenvorschub bzw. einem Vielfachen des Wagenvorschubs beim intermittierend geschobenen Ofen entspricht, wobei die Trennwände 9 bis auf Gleiskopfhöhe hochgezogen sind, so daß allenfalls ein geringer Abstand zwischen Schürze 6 und Trennwand 9 entsteht bzw. die Schürzen 6 and den Trennwänden 9 dichtend anliegen. Die Ofenwangengleise 10 werden mit Trägern 11 zur Überbrückung der so entstandenen Kammern 12 gestützt, in denen Kühlrohre 13 direkt unter den Trägern 11 so angeordnet sind, daß eine natürliche Umwälzung der Luft in den Kammern 12 entsteht, die dabei abschnittsweise in Kammerlänge oder einem Vielfachen der Kammerlinge in der Intensität gesteuert werden kann.The wagon train 2 consisting of the kiln car 1 is tightly closed and track-bound, pushed through the tunnel kiln 3 and forms the lower end of the combustion duct 4, which is separated by the wagon train 2 to the undercarriage duct 5. The Kiln cars 1 are provided at their ends with aprons 6, which seal against the kiln walls 7 at a short distance. A cantilever layer 15 on the sides of the kiln car 1 made of soft insulating stones, at a short distance from a cantilever layer 14 on the furnace walls 7, is provided as a radiation barrier. The furnace foundation 8 is formed as a trough with partitions 9 at a distance A from one another which corresponds to the furnace advance or a multiple of the carriage advance in the intermittently pushed furnace, the partition walls 9 being raised to the level of the track head, so that at most a small distance between the apron 6 and partition 9 arises or the aprons 6 abut sealingly on the partition walls 9. The furnace cheek rails 10 are supported with supports 11 for bridging the resulting chambers 12, in which cooling tubes 13 are arranged directly under the supports 11 in such a way that a natural circulation of the air in the chambers 12 arises, which in sections is in chamber length or a multiple thereof Chamberlings can be controlled in intensity.

Zwischen Brennkanal 4 und Unterwagenkanal 5 kann mangels einer Gasdichtung ein Druckausgleich erfolgen. Im Unterwagenkanal 5 wird weder Luft zunoch abgeführt, so daß der geringe verbleibende Spalt zwischen Schürzen 6 und Ofenwänden 7 bzw. Trennwänden 9 im Fundament dort keine nennenswerte Längsströmung zuläßt.Pressure compensation can take place between the combustion duct 4 and the undercarriage duct 5 in the absence of a gas seal. In the undercarriage duct 5, neither air is still discharged, so that the small remaining gap between the aprons 6 and the furnace walls 7 or partition walls 9 in the foundation there does not allow any significant longitudinal flow.

Claims (6)

1. Tunnel kiln with under-car cooling of the cars passing through the kiln closed together, by means of air, whereby the kiln cars running closely by the side walls are forming a firing channel above the kiln cars and a under-car channel below the kiln cars, characterized by that without an arrangement of a longitudinal sealing a pressure compensation is allowed between the firing channel and that the under-car channel crosswise to the longitudinal direction of the tunnel kiln resp. car pushing direction is subdivided in sections by baffles arranged at the kiln cars, in which a con- vectional flow, cooling the lower sides of the kiln cars, can be produced by a cooling installation, the intensity of cooling and thereby the cooling effect is adjustable by a regulation of the cooling installation in each section.
2. Tunnel kiln as to claim 1, characterized by that the baffles (6) at the front side of at least one of the adjacent kiln cars (1) are arranged sliding against the kiln walls (7) and projecting at most at a little distance to the foundation plate (8) of the kiln (3) and are forming the sections of the under-car channel in the kiln car length and that in the region of the foundation plate (8) cooling pipes (13) are arranged in the sections as cooling installations.
3. A tunnel kiln as claimed in Claim 2, characterized in that the foundation takes the form of a trough divided into a plurality of individual troughs by means of partitions (9) at intervals (A) corresponding to the car advance or a multiple of the car advance of an intermittent kiln, with cooling pipes (13) disposed in each of the individual troughs whose cooling air supply can be controlled separately for each individual trough.
4. A tunnel kiln as claimed in Claim 2 or 3, characterized in that the partitions (9) extend up to rail top level and that the clearances between the aprons (6) and the partitions (9) is very small.
5. A tunnel kiln as claimed in Claims 2 to 4, characterized in that a radiation barrier (14, 15) permitting pressure equalization to take place between the firing channel (4) and the undercar channel (5) is provided between the longitudinal sides of the kiln cars (1) and the kiln walls (7).
6. A tunnel kiln as claimed in Claim 5, characterized in that the said radiation barrier consists of at least one projecting course (15) of soft insulting refractories on the longitudinal sides of the kiln cars (1) and a least one other such projecting course (14) on the kiln walls (7) disposed with little clearance between the two projecting courses (14, 15).
EP86115658A 1985-11-19 1986-11-11 Tunnel kiln with undercar cooling Expired - Lifetime EP0227927B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT86115658T ATE40461T1 (en) 1985-11-19 1986-11-11 METHOD AND DEVICE FOR UNDERCARRIAGE COOLING OF FURNACE CARS IN TUNNEL FURNACES.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3541015A DE3541015C1 (en) 1985-11-19 1985-11-19 Method and device for cooling undercarriage of kiln cars in tunnel kilns
DE3541015 1985-11-19

Publications (3)

Publication Number Publication Date
EP0227927A1 EP0227927A1 (en) 1987-07-08
EP0227927B1 EP0227927B1 (en) 1989-01-25
EP0227927B2 true EP0227927B2 (en) 1992-11-19

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ID=6286383

Family Applications (1)

Application Number Title Priority Date Filing Date
EP86115658A Expired - Lifetime EP0227927B2 (en) 1985-11-19 1986-11-11 Tunnel kiln with undercar cooling

Country Status (5)

Country Link
US (1) US4722682A (en)
EP (1) EP0227927B2 (en)
AT (1) ATE40461T1 (en)
AU (1) AU579267B2 (en)
DE (1) DE3541015C1 (en)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3604501C1 (en) * 1986-02-13 1993-01-14 Hans Lingl Anlagenbau Und Verfahrenstechnik Gmbh & Co Kg, 7910 Neu-Ulm Method and device for cooling undercarriage of kiln cars in a tunnel kiln
DE3778025D1 (en) * 1987-11-02 1992-05-07 Fuchs & Co Gmbh DEVICE FOR UNDERCAR COOLING OF OVEN CARS IN TUNNEL OVENS.
DE9103904U1 (en) * 1991-03-30 1992-07-30 Keller Gmbh, 4530 Ibbenbueren, De
US7950921B1 (en) 2007-07-20 2011-05-31 Solution Dynamics, Llc Method and apparatus for cooling the underside of kiln cars
ITRE20080091A1 (en) * 2008-09-30 2010-04-01 Sacmi Forni Spa '' COOLING SYSTEM FOR CERAMIC PRODUCTS COOKING OVEN ''

Family Cites Families (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1867318A (en) * 1930-02-26 1932-07-12 Walter A Hull Tunnel kiln
US1965832A (en) * 1931-05-21 1934-07-10 Harrop Ceramic Service Company Tunnel kiln
US2191438A (en) * 1939-03-21 1940-02-27 Walter R Breeler Furnace
US4069010A (en) * 1976-06-16 1978-01-17 Hendryx Engineers Incorporated Kiln for ceramic products
AU7092981A (en) * 1980-05-30 1981-12-03 Elektro-Dahlen A.B. Baking oven and cart with rotating surfaces
DE3132373A1 (en) * 1981-01-16 1982-07-29 Didier Engineering Gmbh, 4300 Essen OVEN FOR HEATING SLABS, BLOBS AND BLANKS
FR2521704A1 (en) * 1982-02-12 1983-08-19 Hartmann Pere & Fils SEALING DEVICE FOR FOUR-TUNNEL, AND WAGONS AND FOUR-TUNNEL AGENCIES FOR OBTAINING THIS DEVICE
DE3220162C2 (en) * 1982-05-28 1986-04-17 Sigri Elektrographit Gmbh, 8901 Meitingen Process for producing carbon bodies
US4560350A (en) * 1984-03-29 1985-12-24 Resco Products, Inc. End block
DE3604501C1 (en) * 1986-02-13 1993-01-14 Hans Lingl Anlagenbau Und Verfahrenstechnik Gmbh & Co Kg, 7910 Neu-Ulm Method and device for cooling undercarriage of kiln cars in a tunnel kiln

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Publication number Publication date
DE3541015C1 (en) 1986-09-11
AU579267B2 (en) 1988-11-17
EP0227927B1 (en) 1989-01-25
ATE40461T1 (en) 1989-02-15
EP0227927A1 (en) 1987-07-08
US4722682A (en) 1988-02-02
AU6551486A (en) 1987-05-21

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